US20170241504A1 - Damping air spring with dynamically variable orifice - Google Patents

Damping air spring with dynamically variable orifice Download PDF

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Publication number
US20170241504A1
US20170241504A1 US15/437,499 US201715437499A US2017241504A1 US 20170241504 A1 US20170241504 A1 US 20170241504A1 US 201715437499 A US201715437499 A US 201715437499A US 2017241504 A1 US2017241504 A1 US 2017241504A1
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Prior art keywords
air spring
heavy
duty vehicle
piston
chamber
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Abandoned
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US15/437,499
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English (en)
Inventor
Damon Delorenzis
James J. Patterson
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Hendrickson USA LLC
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Hendrickson USA LLC
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Priority to US15/437,499 priority Critical patent/US20170241504A1/en
Assigned to HENDRICKSON USA, L.L.C. reassignment HENDRICKSON USA, L.L.C. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PATTERSON, JAMES J., DELORENZIS, DAMON
Publication of US20170241504A1 publication Critical patent/US20170241504A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
    • F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/08—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having fluid spring
    • B60G15/12—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having fluid spring and fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B60G17/0565—Height adjusting valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • F16F9/04—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum in a chamber with a flexible wall
    • F16F9/0472—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum in a chamber with a flexible wall characterised by comprising a damping device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • F16F9/04—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum in a chamber with a flexible wall
    • F16F9/049—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum in a chamber with a flexible wall multi-chamber units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/34—Special valve constructions; Shape or construction of throttling passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K3/00—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing
    • F16K3/02—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with flat sealing faces; Packings therefor
    • F16K3/03—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with flat sealing faces; Packings therefor with a closure member in the form of an iris-diaphragm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K7/00—Diaphragm valves or cut-off apparatus, e.g. with a member deformed, but not moved bodily, to close the passage ; Pinch valves
    • F16K7/10—Diaphragm valves or cut-off apparatus, e.g. with a member deformed, but not moved bodily, to close the passage ; Pinch valves with inflatable member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B60G2202/242—Pneumatic damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/41—Dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/11—Damping valves
    • B60G2500/114—Damping valves pressure regulating valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2222/00—Special physical effects, e.g. nature of damping effects
    • F16F2222/12—Fluid damping
    • F16F2222/126—Fluid damping using gases

Definitions

  • the invention relates generally to the art of axle/suspension systems for heavy-duty vehicles. More particularly, the invention relates to axle/suspension systems for heavy-duty vehicles which utilize an air spring to cushion the ride of the vehicle. More specifically, the invention is directed to an air spring with damping characteristics for a heavy-duty vehicle axle/suspension system, whereby the air spring utilizes a dynamically variable orifice to promote damping of the axle/suspension system over a broader range of loads, wheel motions and frequencies in order to improve ride quality for the heavy-duty vehicle during operation.
  • each axle/suspension system typically includes a pair of suspension assemblies.
  • the suspension assemblies are connected directly to the primary frame of the vehicle.
  • the primary frame of the vehicle supports a subframe, and the suspension assemblies connect directly to the subframe.
  • the subframe can be non-movable or movable, the latter being commonly referred to as a slider box, slider subframe, slider undercarriage, or secondary slider frame.
  • a slider box slider subframe
  • slider undercarriage or secondary slider frame.
  • main members main members, with the understanding that such reference is by way of example, and that the present invention applies to heavy-duty vehicle axle/suspension systems suspended from main members of: primary frames, movable subframes and non-movable subframes.
  • each suspension assembly of an axle/suspension system includes a longitudinally extending elongated beam.
  • Each beam typically is located adjacent to and below a respective one of a pair of spaced-apart longitudinally extending main members and one or more cross members, which form the frame of the vehicle. More specifically, each beam is pivotally connected at one of its ends to a hanger, which in turn is attached to and depends from a respective one of the main members of the vehicle.
  • An axle extends transversely between and typically is connected by some means to the beams of the pair of suspension assemblies at a selected location from about the mid-point of each beam to the end of the beam opposite from its pivotal connection end.
  • the beam end opposite the pivotal connection end also is connected to an air spring, or other spring mechanism, which in turn is connected to a respective one of the main members.
  • a height control valve is mounted on the main member or other support structure and is operatively connected to the beam and to the air spring in order to maintain the ride height of the vehicle.
  • a brake system and, optionally, one or more shock absorbers for providing damping to the axle/suspension system of the vehicle also are mounted on the axle/suspension system.
  • the beam may extend rearwardly or frontwardly from the pivotal connection relative to the front of the vehicle, thus defining what are typically referred to as trailing arm or leading arm axle/suspension systems, respectively.
  • trailing arm will encompass beams that extend either rearwardly or frontwardly with respect to the front end of the vehicle.
  • axle/suspension systems of the heavy-duty vehicle act to cushion the ride, dampen vibrations and stabilize the vehicle. More particularly, as the vehicle is traveling over the road, its wheels encounter road conditions that impart various forces, loads, and/or stresses, collectively referred to herein as forces, to the respective axle on which the wheels are mounted, and in turn, to the suspension assemblies that are connected to and support the axle. In order to minimize the detrimental effect of these forces on the vehicle as it is operating, the axle/suspension system is designed to react and/or absorb at least some of them.
  • axle/suspension systems have differing structural requirements. More particularly, it is desirable for an axle/suspension system to have beams that are fairly stiff in order to minimize the amount of sway experienced by the vehicle and thus provide what is known in the art as roll stability.
  • an axle/suspension system it is also desirable for an axle/suspension system to be relatively flexible to assist in cushioning the vehicle from vertical impacts, and to provide compliance so that the components of the axle/suspension system resist failure, thereby increasing durability of the axle/suspension system. It is also desirable to dampen the vibrations or oscillations that result from such forces.
  • a key component of the axle/suspension system that cushions the ride of the vehicle from vertical impacts is the air spring.
  • a shock absorber was utilized on the axle/suspension system to provide damping characteristics to the axle/suspension system. More recently, air springs with damping characteristics have been developed that eliminate the shock absorber, and the air spring provides damping to the axle/suspension system.
  • One such air spring with damping characteristics is shown and described in U.S. Pat. No. 8,540,222, owned by the assignee of the instant application.
  • a conventional air spring without damping characteristics which is utilized in heavy-duty air-ride axle/suspension systems includes three main components: a flexible bellows, a piston and a bellows top plate.
  • the bellows is typically formed from rubber or other flexible material, and is operatively mounted on top of the piston.
  • the piston is typically formed from steel, aluminum, fiber reinforced plastics or other rigid material, and is mounted on the rear end of the top plate of the beam of the suspension assembly by fasteners of the type that are generally well known in the art.
  • the volume of pressurized air, or “air volume”, that is contained within the air spring is a major factor in determining the spring rate of the air spring. More specifically, this air volume is contained within the bellows and, in some cases, the piston of the air spring. The larger the air volume of the air spring, the lower the spring rate of the air spring. A lower spring rate is generally more desirable in the heavy-duty vehicle industry because it provides a softer ride to the vehicle during operation.
  • damping characteristics are instead typically provided by a pair of hydraulic shock absorbers, although a single shock absorber has also been utilized and is generally well known in the art.
  • Each one of the shock absorbers is mounted on and extends between the beam of a respective one of the suspension assemblies of the axle/suspension system and a respective one of the main members of the vehicle.
  • shock absorbers add complexity and weight to the axle/suspension system.
  • the shock absorbers are a service item of the axle/suspension system that will require maintenance and/or replacement from time to time, they also add additional maintenance and/or replacement costs to the axle/suspension system.
  • the amount of cargo that a vehicle may carry is governed by local, state, and/or national road and bridge laws.
  • the basic principle behind most road and bridge laws is to limit the maximum load that a vehicle may carry, as well as to limit the maximum load that can be supported by individual axles.
  • shock absorbers are relatively heavy, these components add undesirable weight to the axle/suspension system and therefore reduce the amount of cargo that can be carried by the heavy-duty vehicle.
  • shock absorbers Depending on the shock absorbers employed, they also add varying degrees of complexity to the axle/suspension system, which is also undesirable.
  • An air spring with damping characteristics such as the one shown and described in U.S. Pat. No. 8,540,222, owned by the assignee of the instant application, Hendrickson USA, L.L.C., includes a piston having a hollow cavity which is in fluid communication with the bellows via at least one opening, which provides restricted communication of air between the piston and the bellows volumes during operation of the axle/suspension system.
  • the air volume of the air spring is in fluid communication with the height control valve of the vehicle, which in turn is in fluid communication with an air source, such as an air supply tank.
  • the height control valve by directing airflow into and out of the air spring of the axle/suspension system, helps maintain the desired ride height of the vehicle.
  • the restricted communication of air between the piston chamber and the bellows chamber during operation provides damping to the axle/suspension system. More specifically, when the axle/suspension system experiences a jounce event, such as when the vehicle wheels encounter a curb or a raised bump in the road, the axle moves vertically upwardly toward the vehicle chassis. In such a jounce event, the bellows chamber is compressed by the axle/suspension system as the wheels of the vehicle travel over the curb or the raised bump in the road. The compression of the air spring bellows chamber causes the internal pressure of the bellows chamber to increase. Therefore, a pressure differential is created between the bellows chamber and the piston chamber. This pressure differential causes air to flow from the bellows chamber through the opening(s) into the piston chamber. Air will continue to flow back and forth through the opening(s) between the bellows chamber and the piston chamber until the pressures of the piston chamber and the bellows chamber have equalized. The restricted flow of air back and forth through the opening(s) causes damping to occur.
  • Prior art air springs having damping characteristics, while satisfactorily performing their intended function have certain limitations due to their structural make-up.
  • the damping range of the air spring is typically limited to a particular load or wheel motion.
  • These limitations on the damping range of the air spring limit the ability to “tune” the damping for a given application. Therefore, it is desirable to have an air spring with damping features that enables it to have a broader damping range over a broader range of loads and wheel motions, thereby expanding the operating range of the damping air spring.
  • prior art air springs with damping characteristics typically provide maximum damping that is frequency dependent. This means that the maximum damping provided by the air spring at a frequency of 1 Hz can be greatly reduced at a frequency of 10 Hz. Therefore, it is desirable to have an air spring with damping features that reduces or eliminates frequency dependence.
  • prior art air springs with damping features typically require a large air volume.
  • This large air volume requirement in turn increases the amount of space required by the axle/suspension system, which typically is not desirable in the heavy-duty vehicle industry, because increasing the amount of space required by the axle/suspension system increases weight and reduces the room allowed for payload, the result being that less payload can be carried by the vehicle. Therefore, it is desirable to have an air spring with damping features that enables it to reduce the need for larger air volumes to increase damping. This, in turn, reduces the amount of space required by the axle/suspension system, which allows more room and weight for payload or cargo.
  • the damping air spring with a dynamically variable orifice of the present invention overcomes the problems associated with the prior art air springs with and without damping features, by providing a dynamically variable orifice that provides improved airflow control, resulting in optimization of the damping characteristics of the air spring.
  • the shock absorber of the axle/suspension system can be eliminated or its size reduced, reducing complexity, saving weight and cost, and allowing the heavy-duty vehicle to haul more cargo.
  • elimination of the shock absorbers potentially eliminates costly repairs and/or maintenance costs associated with these systems.
  • the damping air spring with a dynamically variable orifice of the present invention provides damping features to the axle/suspension system over a broader damping range to accommodate a broader range of loads and wheel motions, thereby reducing the constraints on the operating range of the damping air spring.
  • the damping air spring with a dynamically variable orifice of the present invention reduces or eliminates frequency dependence.
  • the damping air spring with a dynamically variable orifice of the present invention enables it to reduce the need for larger air volumes to increase damping characteristics, which in turn reduces the amount of space required by the axle/suspension system and allows more room and weight for payload or cargo.
  • An objective of the damping air spring with dynamically variable orifice of the present invention includes providing an air spring with damping characteristics for heavy-duty vehicles that provides damping features to the axle/suspension system over a broader damping range to accommodate a broader range of loads and wheel motions, thereby reducing the constraints on the operating range of the damping air spring.
  • a further objective of the damping air spring with dynamically variable orifice of the present invention is to provide an air spring with damping characteristics for heavy-duty vehicles that reduces or eliminates frequency dependent damping of the air spring.
  • Yet another objective of the damping air spring with dynamically variable orifice of the present invention is to provide an air spring with damping characteristics for heavy-duty vehicles that provides improved airflow control between chambers of the air spring of the axle/suspension system.
  • Still another objective of the damping air spring with dynamically variable orifice of the present invention is to provide an air spring with damping characteristics for heavy-duty vehicles that enables it to reduce the need for larger air volumes to increase damping features, which in turn reduces the amount of space for air springs required by the axle/suspension system and thus allows more room and weight for payload or cargo.
  • the damping air spring with a dynamically variable orifice of the present invention which includes a bellows chamber; a piston chamber operatively connected to the bellows chamber; at least one opening in fluid communication with the bellows chamber and the piston chamber for providing fluid communication between the chambers; and an orifice assembly disposed adjacent the at least one opening, the orifice assembly variably changing a size of the at least one opening, wherein the air spring provides damping to the heavy-duty vehicle.
  • FIG. 1 is a top rear driver side perspective view of an axle/suspension system incorporating a pair of prior art non-damping air springs, and showing a pair of shock absorbers, with each one of the pair of shock absorbers mounted on a respective one of the suspension assemblies of the axle/suspension system;
  • FIG. 2 is a perspective view, in section, of a prior art air spring with damping characteristics, showing the bellows chamber connected to the piston chamber via a pair of openings;
  • FIG. 3 is a perspective view, in section, of a first exemplary embodiment damping air spring with dynamically variable orifice of the present invention, showing the ring-shaped bladder disposed in the orifice in an inflated state for increased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 4 is an enlarged top perspective view of the dynamically variable orifice of the first exemplary embodiment damping air spring of the present invention, showing the ring-shaped bladder disposed in the orifice in an inflated state for increased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 5 is an enlarged perspective view similar to FIG. 3 , showing the ring-shaped bladder disposed in the orifice in an inflated state for increased restriction of airflow between the piston chamber and the bellows chamber during operation and showing the conduit in fluid communication with the ring-shaped bladder;
  • FIG. 6 is a greatly enlarged view similar to FIG. 5 ;
  • FIG. 7 is a perspective view, in section, of the first exemplary embodiment damping air spring with dynamically variable orifice of the present invention, showing the ring-shaped bladder disposed in the orifice in a reduced inflated state for decreased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 8 is an enlarged top perspective view of the dynamically variable orifice of the first exemplary embodiment damping air spring of the present invention, showing the ring-shaped bladder disposed in the orifice in a reduced inflated state for decreased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 9 is an enlarged perspective view similar to FIG. 7 , showing the ring-shaped bladder disposed in the orifice in a reduced inflated state for decreased restriction of airflow between the piston chamber and the bellows chamber and showing the conduit in fluid communication with the ring-shaped bladder;
  • FIG. 10 is a greatly enlarged view similar to FIG. 9 ;
  • FIG. 11 is a perspective view, in section, of a second exemplary embodiment damping air spring with dynamically variable orifice of the present invention, showing an iris disposed in the orifice in a constricted state for increased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 12 is an enlarged top perspective view of the dynamically variable orifice of the second exemplary embodiment damping air spring of the present invention, showing the iris disposed in the orifice in a constricted state for increased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 13 is an enlarged perspective view similar to FIG. 11 , showing the iris disposed in the orifice in a constricted state for increased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 14 is a greatly enlarged view similar to FIG. 13 ;
  • FIG. 15 is a perspective view, in section, of the second exemplary embodiment damping air spring with dynamically variable orifice of the present invention, showing the iris disposed in the orifice in a reduced constricted state for decreased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 16 is an enlarged top perspective view of the dynamically variable orifice of the second exemplary embodiment damping air spring of the present invention, showing the iris disposed in the orifice in a reduced constricted state for decreased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 17 is an enlarged perspective view similar to FIG. 15 , showing the iris disposed in the orifice in a reduced restricted state for decreased restriction of airflow between the piston chamber and the bellows chamber during operation;
  • FIG. 18 is a greatly enlarged view similar to FIG. 17 .
  • FIG. 1 a trailing arm overslung beam-type air-ride axle/suspension system that incorporates a pair of prior art air springs 24 without damping characteristics, is indicated generally at 10 , is shown in FIG. 1 , and now will be described in detail below.
  • axle/suspension system 10 is typically mounted on a pair of longitudinally-extending spaced-apart main members (not shown) of a heavy-duty vehicle, which is generally representative of various types of frames used for heavy-duty vehicles, including primary frames that do not support a subframe and primary frames and/or floor structures that do support a subframe.
  • the subframe can be non-movable or movable, the latter being commonly referred to as a slider box.
  • axle/suspension system 10 generally includes an identical pair of suspension assemblies 14 , for sake of clarity only one of the suspension assemblies will be described below.
  • Suspension assembly 14 is pivotally connected to a hanger 16 via a trailing arm overslung beam 18 .
  • beam 18 is formed having a generally upside-down integrally formed U-shape with a pair of sidewalls 66 and a top plate 65 , with the open portion of the beam facing generally downwardly.
  • a bottom plate (not shown) extends between and is attached to the lowermost ends of sidewalls 66 by any suitable means such as welding to complete the structure of beam 18 .
  • Trailing arm overslung beam 18 includes a front end 20 having a bushing assembly 22 , which includes a bushing, pivot bolts and washers as are well known in the art, to facilitate pivotal connection of the beam to hanger 16 .
  • Beam 18 also includes a rear end 26 , which is welded or otherwise rigidly attached to a transversely extending axle 32 .
  • Suspension assembly 14 also includes air spring 24 , mounted on and extending between beam rear end 26 and the main member (not shown).
  • Air spring 24 includes a bellows 41 and a piston 42 .
  • the top portion of bellows 41 is sealingly engaged with a bellows top plate 43 .
  • an air spring mounting plate 44 is mounted on top plate 43 by fasteners 45 , which are also used to mount the top portion of air spring 24 to the vehicle main member (not shown).
  • Piston 42 is generally cylindrical-shaped and has a generally flat bottom plate and top plate (not shown).
  • the bottom portion of the bellows 41 is sealingly engaged with the piston top plate (not shown).
  • the piston bottom plate rests on beam top plate 65 at beam rear end 26 and is attached thereto in a manner well known to those having skill in the art, such as by fasteners or bolts (not shown).
  • the piston top plate is formed without openings so that there is no fluid communication between piston 42 and bellows 41 . As a result, piston 42 does not generally contribute any appreciable volume to air spring 24 .
  • the top end of a shock absorber 40 is mounted on an inboardly extending wing 17 of hanger 16 via a mounting bracket 19 and a fastener 15 , in a manner well known in the art.
  • the bottom end of shock absorber 40 is mounted to beam 18 (the mount not shown) in a manner well known to those having skill in the art.
  • a brake system 28 including a brake chamber 30 is shown mounted on prior art suspension assembly 14 .
  • axle/suspension system 10 is designed to absorb forces that act on the vehicle as it is operating. More particularly, it is desirable for axle/suspension system 10 to be rigid or stiff in order to resist roll forces and thus provide roll stability for the vehicle. This is typically accomplished by using beam 18 , which is rigid, and is rigidly attached to axle 32 . It is also desirable, however, for axle/suspension system 10 to be flexible to assist in cushioning the vehicle (not shown) from vertical impacts and to provide compliance so that the axle/suspension system resists failure. Such flexibility typically is achieved through the pivotal connection of beam 18 to hanger 16 with bushing assembly 22 . Air spring 24 cushions the ride for cargo and passengers while shock absorber 40 controls the ride for cargo and passengers.
  • Prior art air spring 24 described above has very limited or no damping capabilities because its structure, as described above, does not provide for the same. Instead, prior art air spring 24 relies on shock absorber 40 to provide damping to axle/suspension system 10 . Because shock absorber 40 is relatively heavy, this adds weight to axle/suspension system 10 and therefore reduces the amount of cargo that can be carried by the heavy-duty vehicle. Shock absorbers 40 also add complexity to axle/suspension system 10 . Moreover, because shock absorbers 40 are a service item of axle/suspension system 10 that will require maintenance and/or replacement from time to time, they also add additional maintenance and/or replacement costs to the axle/suspension system.
  • FIG. 2 A prior art air spring with damping features is shown in FIG. 2 at reference numeral 124 .
  • prior art air spring 124 is incorporated into an axle/suspension system similar to axle/suspension system 10 , or other similar air-ride axle/suspension system, but without shock absorbers.
  • Air spring 124 includes a bellows 141 and a piston 142 .
  • the top end of bellows 141 is sealingly engaged with a bellows top plate 143 in a manner well known in the art.
  • An air spring mounting plate (not shown) is mounted on the top surface of top plate 143 by a fastener 147 which is also used to mount the top portion of air spring 124 to a respective one of the main members (not shown) of the vehicle.
  • bellows top plate 143 could also be mounted directly on a respective one of the main members (not show) of the vehicle.
  • Piston 142 is generally cylindrical-shaped and includes a continuous generally stepped sidewall 144 attached to a generally flat bottom plate 150 , and includes a top plate 182 .
  • Bottom plate 150 is formed with an upwardly extending central hub 152 .
  • Central hub 152 includes a bottom plate 154 formed with a central opening 153 .
  • a fastener 151 is disposed through opening 153 in order to attach piston 142 to the beam top plate (not shown) at beam rear end (not shown).
  • Top plate 182 , sidewall 144 and bottom plate 150 of piston 142 define a piston chamber 199 having an interior volume V 1 .
  • Top plate 182 of piston 142 is formed with a circular upwardly extending protrusion 183 having a lip 180 around its circumference. Lip 180 cooperates with the lowermost end of bellows 141 to form an airtight seal between the bellows and the lip, as is well known to those of ordinary skill in the art.
  • Bellows 141 , top plate 143 and piston top plate 182 define a bellows chamber 198 having an interior volume V 2 at standard static ride height.
  • a bumper 181 is rigidly attached to a bumper mounting plate 186 by means generally well known in the art.
  • Bumper mounting plate 186 is in turn mounted on piston top plate 182 by a fastener 184 .
  • Bumper 181 extends upwardly from the top surface of bumper mounting plate 186 .
  • Bumper 181 serves as a cushion between piston top plate 182 and bellows top plate 143 in order to keep the plates from contacting one another during operation of the vehicle, which can potentially cause damage to the plates and air spring 124 .
  • Piston top plate 182 is formed with a pair of openings 185 , which allow volume V 1 of piston chamber 199 and volume V 2 of bellows chamber 198 to communicate with one another. More particularly, openings 185 allow fluid or air to pass between piston chamber 199 and bellows chamber 198 during operating of the vehicle. Openings 185 are circular shaped.
  • the ratio of the cross-sectional area of openings 185 measured in in. 2 to the volume of piston chamber 199 measured in in. 3 to the volume of bellows chamber 198 measured in in. 3 is in the range of ratios of from about 1:600:1200 to about 1:14100:23500.
  • the range of ratios set forth above is an inclusive range of ratios that could be alternatively expressed as 1:600-14100:1200-23500, including any combination of ratios in between, and, for example, would necessarily include the following ratios: 1:600:23500 and 1:14100:1200.
  • air spring 124 for axle/suspension system 10 for a heavy-duty trailer having an axle GAWR of about 20,000 lbs. utilizes bellows chamber 198 having volume V 2 equal to about 485 in. 3 , piston chamber 199 having volume V 1 of about 240 in. 3 , and openings 185 having a combined cross-sectional area of about 0.06 in. 2 .
  • This pressure differential causes air to flow from bellows chamber 198 , through piston top plate openings 185 and into piston chamber 199 .
  • the restricted flow of air between bellows chamber 198 into piston chamber 199 through piston top plate openings 185 causes damping to occur.
  • the pressure differential between bellows chamber 198 and piston chamber 199 is reduced. Air continues to flow through piston top plate openings 185 until the pressures of piston chamber 199 and bellows chamber 198 have equalized.
  • axle 32 of axle/suspension system 10 experiences a rebound event, such as when the vehicle wheels encounter a large hole or depression in the road, the axle moves vertically downwardly away from the vehicle chassis.
  • bellows chamber 198 is expanded by axle/suspension system 10 as the wheels of the vehicle travel into the hole or depression in the road.
  • the expansion of air spring bellows chamber 198 causes the internal pressure of the bellows chamber to decrease.
  • a pressure differential is created between bellows chamber 198 and piston chamber 199 . This pressure differential causes air to flow from piston chamber 199 through piston top plate openings 185 , and into bellows chamber 198 .
  • volume V 1 of piston chamber 199 , volume V 2 of bellows chamber 198 , along with the cross-sectional area of openings 185 , all in relation to one another, provide application-specific damping characteristics, at standard temperature and pressure, to air spring 124 during operation of the vehicle.
  • Prior art air spring 124 with damping characteristics although satisfactorily performing its intended damping function, has certain constraints due to its structural make-up.
  • Second, prior art air spring 124 with damping characteristics typically provides maximum damping that is frequency dependent. This means that the maximum damping provided by air spring 124 at a frequency of 1 Hz is greatly reduced at a frequency of 10 Hz.
  • Third, prior art air spring 124 with damping features typically requires a relatively large air volume.
  • the damping air spring with dynamically variable orifice of the present invention overcomes the deficiencies of prior art non-damping and damping air springs 24 , 124 described above, and will now be described in detail below.
  • FIGS. 3-10 A first exemplary embodiment damping air spring with dynamically variable orifice of the present invention is shown in FIGS. 3-10 at reference numeral 224 and will now be described in detail below.
  • air spring 224 of the present invention is incorporated into an axle/suspension system having a structure similar to axle/suspension system 10 , or other air-ride axle/suspension system, but typically without shock absorbers.
  • air spring 224 includes a bellows 241 , a bellows top plate 243 , and a piston 242 .
  • Top plate 243 includes a pair of fasteners 245 (only one shown), each formed with an opening 246 .
  • Fasteners 245 are utilized to mount air spring 224 to an air spring plate (not shown), that in turn is mounted to the main member of the vehicle (not shown).
  • Piston 242 is generally cylindrical-shaped and includes a sidewall 244 , a flared portion 247 , and a top plate 282 .
  • a bumper (not shown) is disposed on a top surface of a retaining plate 286 .
  • the bumper (not shown) is formed from rubber, plastic or other compliant material and extends generally upwardly from retaining plate 286 mounted on piston top plate 282 .
  • Retaining plate 286 and piston top plate 282 are each formed with an aligned opening 260 , 264 , respectively.
  • a fastener (not shown), such as a bolt, is disposed through an opening formed in the bumper (not shown), retaining plate opening 260 , and piston top plate opening 264 .
  • the bumper (not shown) and retaining plate 286 are mounted on the top surface of piston top plate 282 by the fastener (not shown).
  • Retaining plate 286 includes a flared end 280 that is molded into the lower end of bellows 241 , which holds the bellows in place on piston 242 and forms an airtight seal between the bellows and the piston. It should be understood that flared end 280 of retaining plate 286 could also be separate from the lower end of bellows 241 .
  • Bellows 241 , retaining plate 286 , and bellows top plate 243 generally define a bellows chamber 298 having an interior volume V 2 at standard ride height. Bellows chamber 298 preferably has a volume of from about 305 in. 3 to about 915 in. 3 .
  • a generally circular disc 270 is attached or mated to the bottom of piston 242 of first exemplary embodiment damping air spring 224 of the present invention.
  • Circular disc 270 is formed with an opening (not shown) for fastening piston 242 to beam rear end top plate 65 ( FIG. 1 ) directly or utilizing a beam mounting pedestal (not shown) in order to attach piston 242 of air spring 224 to beam 18 ( FIG. 1 ).
  • a top surface 289 of circular disc 270 is mated to a lower surface 287 of piston sidewall 244 to provide an airtight seal between the circular disc and piston 242 .
  • Circular disc 270 is formed with a continuous raised lip 278 on its top surface along the periphery of the circular disc, with the continuous raised lip being disposed generally between flared portion 247 and sidewall 244 of piston 242 when the circular disc is mated to the piston.
  • the attachment of circular disc 270 to piston 242 may be accomplished via fastening means such as a threaded fastener, other types of fasteners or the like.
  • the attachment of circular disc 270 to piston 242 may be supplemented by additional attachment means such as welding, soldering, crimping, friction welding, an O-ring, a gasket, adhesive or the like.
  • Circular disc 270 may be composed of metal, plastic, and/or composite material, or other materials known to those skilled in the art, without changing the overall concept or operation of the present invention.
  • Circular disc 270 may optionally include a groove (not shown) formed in top surface 289 disposed circumferentially around the circular disc, and configured to mate with a downwardly extending hub (not shown) of piston 242 in order to reinforce the connection of the disc to the bottom of the piston.
  • An O-ring or gasket material could optionally be disposed in the groove to ensure an airtight fit of circular disc 270 to piston 242 .
  • Piston chamber 299 is generally able to withstand the required burst pressure of axle/suspension system 10 ( FIG. 1 ) during vehicle operation. Piston chamber 299 preferably has a volume of from about 150 in. 3 to about 550 in. 3 .
  • an opening 274 is formed in retaining plate 286 and a generally aligned opening 275 is formed in top plate 282 of piston 242 .
  • a dynamically variable orifice assembly 230 is disposed generally in retaining plate opening 274 . More specifically, dynamically variable orifice assembly 230 includes a ring-shaped mounting plate 232 that is formed with a plurality of openings 234 , spaced circumferentially around the top surface of the mounting plate.
  • An inflatable bladder 236 including an outwardly extending bracket 238 is disposed within retaining plate opening 274 .
  • bladder 236 has a horizontal cross section with a generally circular or ring-shape but may have other shapes without changing the overall concept or operation of the present invention.
  • Mounting plate 232 is mounted over retaining plate opening 274 and outwardly extending bracket 238 and fixed to retaining plate 286 by disposing each of a plurality of fasteners (not shown) into respective ones of openings 234 . In this manner, mounting plate 232 securely fastens inflatable bladder 236 within retaining plate opening 274 .
  • a conduit 231 formed in inflatable bladder bracket 238 provides fluid communication between inflatable bladder 236 and an air supply (not shown).
  • a control module 235 is operatively connected to inflatable bladder 236 and/or conduit 231 , such that inflatable bladder 236 is either inflated to reduce the size of a bladder opening 233 or deflated to increase the size of the bladder opening during operation.
  • Bladder opening 233 has a horizontal cross section with a generally circular shape but may have other shapes including oval, elliptical, polygonal or other shapes without changing the overall concept or operation of the present invention.
  • Control module 235 could be an electronic type device such as a microprocessor that is operatively connected to one or more sensors that are positioned on the vehicle in order to monitor certain conditions of the vehicle during operation, such that in response to a selected condition, inflatable bladder 236 inflates or deflates in order to reduce or increase the size of bladder opening 233 .
  • control module 235 could be a mechanical type device, such as a valve with an arm or other mechanical feature that responds to a selected condition of the vehicle during operation, so that in response to a condition, inflatable bladder 236 inflates or deflates in order to reduce or increase the size of bladder opening 233 during operation.
  • control module 235 could monitor air spring pressure within the air spring itself, air pressure within the entire air system of the vehicle, or the like. Control module 235 could also monitor the vehicle's lateral acceleration or roll acceleration. The inflation or deflation of bladder 236 to increase or reduce the size of opening 233 promotes optimized damping in air spring 224 ( FIGS. 3 and 7 ).
  • axle 32 ( FIG. 1 ) of axle/suspension system 10 having been alternatively configured with air spring 224 of the present invention, experiences a jounce event, such as when the vehicle wheels encounter a curb or a raised bump in the road, the axle moves vertically upwardly toward the vehicle chassis.
  • a jounce event such as when the vehicle wheels encounter a curb or a raised bump in the road
  • bellows chamber 298 is compressed by axle/suspension system 10 as the wheels of the vehicle travel over the curb or the raised bump in the road.
  • the compression of air spring bellows chamber 298 causes the internal pressure of the bellows chamber to increase.
  • a pressure differential is created between bellows chamber 298 and piston chamber 299 .
  • This pressure differential causes air to flow from bellows chamber 298 , through bladder opening 233 into piston chamber 299 .
  • the restricted flow of air, between bellows chamber 298 and piston chamber 299 through bladder opening 233 causes damping to occur.
  • the pressure differential between bellows chamber 298 and piston chamber 299 is reduced. Air will continue to flow back and forth between piston chamber 299 and bellows chamber 298 through bladder opening 233 until the pressures in the piston chamber and the bellows chamber have equalized or pressure equilibrium has been reached between the piston and bellows chambers.
  • axle 32 ( FIG. 1 ) of axle/suspension system 10 ( FIG. 1 ), having been alternatively configured with air spring 224 of the present invention, experiences a rebound event, such as when the vehicle wheels encounter a large hole or depression in the road, the axle moves vertically downwardly away from the vehicle chassis.
  • a rebound event such as when the vehicle wheels encounter a large hole or depression in the road, the axle moves vertically downwardly away from the vehicle chassis.
  • bellows chamber 298 is expanded by axle/suspension system 10 as the wheels of the vehicle travel into the hole or depression in the road.
  • the expansion of air spring bellows chamber 298 causes the internal pressure of the bellows chamber to decrease.
  • a pressure differential is created between bellows chamber 298 and piston chamber 299 .
  • This pressure differential causes air to flow from piston chamber 299 , through bladder opening 233 into bellows chamber 298 .
  • the restricted flow of air, between piston chamber 299 and bellows chamber 298 through bladder opening 233 causes damping to occur.
  • the pressure differential between bellows chamber 298 and piston chamber 299 is reduced. Air will continue to flow back and forth between bellows chamber 298 and piston chamber 299 through bladder opening 233 until the pressures in the piston chamber and the bellows chamber have equalized or pressure equilibrium has been reached between the piston and bellows chambers.
  • control module 235 when a selected condition is sensed by control module 235 , such as a decreased system air pressure, indicating that the load of the vehicle is relatively small, the control module can inflate bladder 236 by supplying air to conduit 231 . Inflated bladder 236 reduces the size of bladder opening 233 and in turn provides reduced airflow between piston chamber 299 and bellows chamber 298 during operation of the vehicle in order to promote optimized damping of air spring 224 .
  • control module 235 when a different condition is sensed by control module 235 , such as an increased system air pressure, indicating that the load of the vehicle is relatively large, the control module can deflate bladder 236 by exhausting air from conduit 231 .
  • the deflation of bladder 236 increases the size of bladder opening 233 and in turn provides increased airflow between piston chamber 299 and bellows chamber 298 during operation of the vehicle in order to promote optimized damping of air spring 224 .
  • the dynamically variable orifice of first exemplary embodiment damping air spring 224 of the present invention promotes optimized damping of the air spring in response to a sensed condition of the vehicle.
  • the sensed condition can be the pressure in the air spring, the pressure in a particular chamber of the air spring, or even the overall pressure of the air system outside of the air spring, or other such condition or the like.
  • the condition could also be one that corresponds to increased weight of the vehicle such as the vertical height of a component mounted on the vehicle in relation to a component mounted on the axle/suspension system of the vehicle, for example, a height control valve.
  • the condition could also be one that corresponds to increased lateral acceleration or roll acceleration.
  • damping air spring 224 with dynamically variable orifice of the present invention overcomes the problems associated with prior art air spring 24 by eliminating the need for shock absorbers or allowing for the utilization of reduced size shock absorbers, thereby reducing complexity, saving weight and cost, and allowing the heavy-duty vehicle to haul more cargo. Moreover, elimination of the shock absorbers potentially eliminates costly repairs and/or maintenance costs associated with these systems.
  • First exemplary embodiment damping air spring 224 with dynamically variable orifice of the present invention also overcomes the problems associated with prior art air spring 124 with damping features.
  • air spring 224 provides better airflow control, resulting in optimization of the damping characteristics of the air spring.
  • First exemplary embodiment damping air spring 224 with dynamically variable orifice of the present invention provides damping features to the axle/suspension system over a broader damping range to accommodate a broader range of loads and wheel motions, thereby expanding the operating range of the damping air spring.
  • first exemplary embodiment damping air spring 224 of the present invention reduces or eliminates frequency dependence.
  • first exemplary embodiment damping air spring 224 of the present invention reduces the need for larger air volumes to increase damping characteristics, which in turn reduces the amount of space required by the axle/suspension system and allows more room and weight for payload or cargo.
  • first exemplary embodiment damping air spring 224 of the present invention increases the ability to tune the damping provided by the air spring for different applications over a broader range of frequencies, for example, by varying the opening size between piston chamber 299 and bellows chamber 298 based upon conditions of the vehicle that provides optimized damping over a broad range of frequencies.
  • FIGS. 11-18 A second exemplary embodiment damping air spring with dynamically variable orifice of the present invention is shown in FIGS. 11-18 at reference numeral 324 and will now be described in detail below.
  • air spring 324 of the present invention is incorporated into an axle/suspension system having a structure similar to axle/suspension system 10 , or other air-ride axle/suspension system, but typically without shock absorbers.
  • air spring 324 includes a bellows 341 , a bellows top plate 343 , and a piston 342 .
  • Top plate 343 includes a pair of fasteners 345 (only one shown), each formed with an opening 346 .
  • Fasteners 345 are utilized to mount air spring 324 to an air spring plate (not shown), that in turn is mounted to the main member of the vehicle (not shown).
  • Piston 342 is generally cylindrical-shaped and includes a sidewall 344 , a flared portion 347 , and a top plate 382 .
  • a bumper (not shown) is disposed on a top surface of a retaining plate 386 .
  • the bumper (not shown) is formed from rubber, plastic or other compliant material and extends generally upwardly from retaining plate 386 mounted on piston top plate 382 .
  • Retaining plate 386 and piston top plate 382 are each formed with an aligned opening 360 , 364 , respectively.
  • a fastener (not shown), such as a bolt, is disposed through an opening formed in the bumper (not shown), retaining plate opening 360 , and piston top plate opening 364 .
  • the bumper (not shown) and retaining plate 386 are mounted on the top surface of piston top plate 382 by the fastener (not shown).
  • Retaining plate 386 includes a flared end 380 that is molded into the lower end of bellows 341 , which holds the bellows in place on piston 342 and forms an airtight seal between the bellows and the piston. It should be understood that flared end 380 of retaining plate 386 could also be separate from the lower end of bellows 341 .
  • Bellows 341 , retaining plate 386 , and bellows top plate 343 generally define a bellows chamber 398 having an interior volume V 2 at standard ride height. Bellows chamber 398 preferably has a volume of from about 305 in. 3 to about 915 in. 3 .
  • a generally circular disc 370 is attached or mated to the bottom of piston 342 of second exemplary embodiment damping air spring 324 of the present invention.
  • Circular disc 370 is formed with an opening (not shown) for fastening piston 342 to beam rear end top plate 65 ( FIG. 1 ) directly or utilizing a beam mounting pedestal (not shown) in order to attach piston 342 of air spring 324 to beam 18 ( FIG. 1 ).
  • a top surface 389 of circular disc 370 is mated to a lower surface 387 of piston sidewall 344 to provide an airtight seal between the circular disc and piston 342 .
  • Circular disc 370 is formed with a continuous raised lip 378 on its top surface along the periphery of the circular disc, with the lip being disposed generally between flared portion 347 and sidewall 344 of piston 342 when the circular disc is mated to the piston.
  • the attachment of circular disc 370 to piston 342 may be accomplished via fastening means such as a threaded fastener, other types of fasteners or the like.
  • the attachment of circular disc 370 to piston 342 may be supplemented by additional attachment means such as welding, soldering, crimping, friction welding, an O-ring, a gasket, adhesive or the like.
  • Circular disc 370 may be composed of metal, plastic, and/or composite material, or other materials known to those skilled in the art, without changing the overall concept or operation of the present invention.
  • Circular disc 370 may optionally include a groove (not shown) formed in top surface 389 disposed circumferentially around the circular disc, and configured to mate with a downwardly extending hub (not shown) of piston 342 in order to reinforce the connection of the circular disc to the bottom of the piston.
  • An O-ring or gasket material could optionally be disposed in the groove to ensure an airtight fit of circular disc 370 to piston 342 .
  • Piston chamber 399 is generally able to withstand the required burst pressure of axle/suspension system 10 ( FIG. 1 ) during vehicle operation. Piston chamber 399 preferably has a volume of from about 150 in. 3 to about 550 in. 3 .
  • an opening 374 is formed in retaining plate 386 and a generally aligned opening 375 is formed in top plate 382 of piston 342 .
  • a dynamically variable orifice assembly 330 is disposed generally in retaining plate opening 374 . More specifically, dynamically variable orifice assembly 330 includes a ring-shaped mounting plate 332 that is formed with a plurality of openings 334 , spaced circumferentially around the top surface of the mounting plate.
  • a mechanical iris 336 including an outwardly extending actuator 338 is disposed within retaining plate opening 374 .
  • Mounting plate 332 is mounted over retaining plate opening 374 and outwardly extending actuator 338 and fixed to retaining plate 386 by disposing each of a plurality of fasteners (not shown) into respective ones of openings 334 . In this manner, mounting plate 332 securely fastens mechanical iris 336 within retaining plate opening 374 .
  • a control module 335 is operatively connected to actuator 338 , such that mechanical iris 336 is either closed to reduce the size of an iris opening 333 , or opened to increase the size of the iris opening during operation.
  • Control module 335 could be an electronic type device such as a microprocessor that is operatively connected to one or more sensors that are positioned on the vehicle in order to monitor certain selected conditions of the vehicle during operation, such that in response to a condition, mechanical iris 336 opens or closes in order to reduce or increase the size of opening 333 .
  • control module 335 could be a mechanical type device, such as a valve with an arm or other mechanical feature that responds to a selected condition of the vehicle during operation, so that in response to a given condition, mechanical iris 336 opens or closes in order to increase or reduce the size of opening 333 during operation.
  • control module 335 could monitor air spring pressure within the air spring itself, air pressure within the entire air system of the vehicle, or the like.
  • Control module 335 could also monitor the vehicle's lateral acceleration or roll acceleration and then open or close mechanical iris 336 based on that condition.
  • the closing or opening of mechanical iris 336 to reduce or increase the size of opening 333 promotes optimized damping in air spring 324 ( FIGS. 11 and 15 ).
  • damping air spring 324 with dynamically variable orifice of the present invention, the operation of the damping air spring will now be described in detail below.
  • axle 32 ( FIG. 1 ) of axle/suspension system 10 having been alternatively configured with second exemplary embodiment air spring 324 of the present invention, experiences a jounce event, such as when the vehicle wheels encounter a curb or a raised bump in the road, the axle moves vertically upwardly toward the vehicle chassis.
  • a jounce event such as when the vehicle wheels encounter a curb or a raised bump in the road
  • bellows chamber 398 is compressed by axle/suspension system 10 as the wheels of the vehicle travel over the curb or the raised bump in the road.
  • the compression of air spring bellows chamber 398 causes the internal pressure of the bellows chamber to increase.
  • a pressure differential is created between bellows chamber 398 and piston chamber 399 .
  • This pressure differential causes air to flow from bellows chamber 398 , through iris opening 333 into piston chamber 399 .
  • the restricted flow of air, between bellows chamber 398 and piston chamber 399 through iris opening 333 causes damping to occur.
  • the pressure differential between bellows chamber 398 and piston chamber 399 is reduced. Air will continue to flow back and forth between piston chamber 399 and bellows chamber 398 through iris opening 333 until the pressures in the piston chamber and the bellows chamber have equalized or pressure equilibrium has been reached between the piston and bellows chambers.
  • axle 32 ( FIG. 1 ) of axle/suspension system 10 ( FIG. 1 ), having been alternatively configured with second exemplary embodiment air spring 324 of the present invention, experiences a rebound event, such as when the vehicle wheels encounter a large hole or depression in the road, the axle moves vertically downwardly away from the vehicle chassis.
  • a rebound event such as when the vehicle wheels encounter a large hole or depression in the road, the axle moves vertically downwardly away from the vehicle chassis.
  • bellows chamber 398 is expanded by axle/suspension system 10 as the wheels of the vehicle travel into the hole or depression in the road.
  • the expansion of air spring bellows chamber 398 causes the internal pressure of the bellows chamber to decrease.
  • a pressure differential is created between bellows chamber 398 and piston chamber 399 .
  • This pressure differential causes air to flow from piston chamber 399 , through iris opening 333 into bellows chamber 398 .
  • the restricted flow of air, between piston chamber 399 and bellows chamber 398 through iris opening 333 causes damping to occur.
  • the pressure differential between bellows chamber 398 and piston chamber 399 is reduced. Air will continue to flow back and forth between bellows chamber 398 and piston chamber 399 through iris opening 333 until the pressures in the piston chamber and the bellows chamber have equalized or pressure equilibrium has been reached between the piston and bellows chambers.
  • control module 335 when a particular condition is sensed by control module 335 , such as a decreased system air pressure, indicating that the load of the vehicle is relatively small, the control module can move actuator 338 of iris 336 in order to close the iris. Closed iris 336 reduces the size of iris opening 333 and in turn provides reduced airflow between piston chamber 399 and bellows chamber 398 during operation of the vehicle in order to promote optimized damping of air spring 324 .
  • control module 335 when a particular condition is sensed by control module 335 , such as an increased system air pressure, indicating that the load of the vehicle is relatively large, the control module can move actuator 338 of iris 336 in order to further open the iris. This increases the size of iris opening 333 and in turn provides increased airflow between piston chamber 399 and bellows chamber 398 during operation of the vehicle in order to promote optimized damping of air spring 324 .
  • the dynamically variable orifice of second exemplary embodiment damping air spring 324 of the present invention promotes optimized damping of the air spring in response to a sensed condition of the vehicle.
  • the sensed condition can be the pressure in the air spring, the pressure in a particular chamber of the air spring, or even the overall pressure of the air system outside of the air spring, or other such condition.
  • the condition could also be one that corresponds to increased weight of the vehicle such as the vertical height of a component mounted on the vehicle in relation to a component mounted on the axle/suspension system of the vehicle, for example, a height control valve.
  • the condition could also be one that corresponds to increased lateral acceleration or roll acceleration.
  • Second exemplary embodiment damping air spring 324 with dynamically variable orifice of the present invention overcomes the problems associated with prior art air spring 24 by eliminating the need for shock absorbers or allowing for the utilization of reduced size shock absorbers, thereby reducing complexity, saving weight and cost, and allowing the heavy-duty vehicle to haul more cargo. Moreover, elimination of the shock absorbers potentially eliminates costly repair's and/or maintenance costs associated with these systems.
  • Second exemplary embodiment damping air spring 324 with dynamically variable orifice of the present invention also overcomes the problems associated with prior art air spring 124 with damping features. By providing a dynamically variable orifice between the bellows chamber and the piston chamber, air spring 324 provides better airflow control, resulting in optimization of the damping characteristics of the air spring. Second exemplary embodiment damping air spring 324 with dynamically variable orifice of the present invention provides damping features to the axle/suspension system over a broader damping range to accommodate a broader range of loads and wheel motions, thereby expanding the operating range of the damping air spring. In addition, second exemplary embodiment damping air spring 324 of the present invention reduces or eliminates frequency dependence.
  • second exemplary embodiment damping air spring 324 of the present invention reduces the need for larger air volumes to increase damping characteristics, which in turn reduces the amount of space required by the axle/suspension system and allows more room and weight for payload or cargo.
  • second exemplary embodiment damping air spring 324 of the present invention increases the ability to tune the damping provided by the air spring for different applications over a broader range of frequencies, for example, by varying the opening size between piston chamber 399 and bellows chamber 398 based upon conditions of the vehicle that provides optimized damping over a broader range of frequencies.
  • exemplary embodiment air springs 224 , 324 of the present invention could be utilized on tractor-trailers or heavy-duty vehicles, such as buses, trucks, trailers and the like, having one or more than one axle without changing the overall concept or operation of the present invention. It is further contemplated that exemplary embodiment air springs 224 , 324 of the present invention could be utilized on vehicles having frames or subframes which are moveable or non-movable without changing the overall concept or operation of the present invention.
  • exemplary embodiment air springs 224 , 324 of the present invention could be utilized on all types of air-ride leading and/or trailing arm beam-type axle/suspension system designs known to those skilled in the art without changing the overall concept or operation of the present invention. It is also contemplated that exemplary embodiment air springs 224 , 324 of the present invention could be utilized on axle/suspension systems having an overslung/top-mount configuration or an underslung/bottom-mount configuration, without changing the overall concept or operation of the present invention.
  • exemplary embodiment air springs 224 , 324 of the present invention could be utilized in conjunction with other types of air-ride rigid beam-type axle/suspension systems such as those using U-bolts, U-bolt brackets/axle seats and the like, without changing the overall concept or operation of the present invention. It is further contemplated that exemplary embodiment air springs 224 , 324 of the present invention could be formed from various materials, including composites, metal and the like, without changing the overall concept or operation of the present invention. It is even contemplated that exemplary embodiment air springs 224 , 324 could be utilized in combination with prior art shock absorbers and other similar devices and the like, without changing the overall concept or operation of the present invention.
  • discs 270 , 370 may be attached to pistons 242 , 342 , respectively, utilizing other attachments such as soldering, coating, crimping, welding, snapping, screwing, O-ring, sonic, glue, press, melting, expandable sealant, press-fit, bolt, latch, spring, bond, laminate, tape, tack, adhesive, shrink fit, and/or any combination listed without changing the overall concept or operation of the present invention. It is even contemplated that discs 270 , 370 may be composed of materials known by those in the art other than metal, plastic, and/or composite material without changing the overall concept or operation of the present invention.
  • orifice assembly 230 , 330 could be disposed within bellows retaining plate 286 , 386 , respectively, as described and shown above, or they could be located within piston top plate 282 , 382 , respectively, or outside of the air spring and connected to the bellows chamber and the piston chamber via conduits, without changing the overall concept or operation of the present invention. It is contemplated that an inflatable bladder 236 or a mechanical iris 336 could be generally ring-shaped, as described and shown above, or they could be any suitable shape without changing the overall concept or operation of the present invention.
  • first exemplary embodiment 224 and generally aligned openings 374 , 375 of second exemplary embodiment 324 , respectively, could be formed in a different location within retaining plates 286 , 386 and top plates 282 , 382 of pistons 242 , 342 , respectively, and relative to openings 260 , 360 , respectively, without changing the overall concept or operation of the present invention.
  • any number of openings may be formed in retaining plates 286 , 386 and top plates 282 , 382 , of pistons 242 , 342 , respectively, such as multiple small openings which would include multiple orifice assemblies 230 , 330 , without changing the overall concept or operation of the present invention.
  • exemplary embodiment air springs 224 , 324 of the present invention could be utilized in any type of air spring utilized in conjunction with heavy-duty vehicles, without changing the overall concept or operation of the present invention. It is also contemplated that exemplary embodiment air spring 224 , 324 of the present invention could incorporate any type of piston that forms a closed chamber, without changing the overall concept or operation of the present invention. It is even further contemplated that exemplary embodiment air springs 224 , 324 of the present invention could incorporate a remote air tank in place of piston chambers 299 , 399 , without changing the overall concept or operation of the present invention.
  • the damping air spring with dynamically variable orifice of the present invention is simplified, provides an effective, safe, inexpensive and efficient structure and method which achieves all the enumerated objectives, provides for eliminating difficulties encountered with prior art air springs with or without damping characteristics, and solves problems and obtains new results in the art.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Damping Devices (AREA)
US15/437,499 2016-02-23 2017-02-21 Damping air spring with dynamically variable orifice Abandoned US20170241504A1 (en)

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US15/437,499 US20170241504A1 (en) 2016-02-23 2017-02-21 Damping air spring with dynamically variable orifice

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CN (1) CN108474434A (zh)
AU (1) AU2017222359A1 (zh)
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US10161470B2 (en) * 2014-05-09 2018-12-25 Firestone Industrial Products Company, Llc Gas spring and gas damper assemblies as well as suspension systems including same
US11945279B1 (en) 2015-03-18 2024-04-02 Apple Inc. Motion control system
US11021030B2 (en) * 2016-04-19 2021-06-01 Volvo Truck Corporation Air suspension arrangement
US11358431B2 (en) 2017-05-08 2022-06-14 Apple Inc. Active suspension system
US11701942B2 (en) 2017-05-08 2023-07-18 Apple Inc. Motion control system
US11702065B1 (en) 2017-06-21 2023-07-18 Apple Inc. Thermal management system control
US11173766B1 (en) 2017-09-07 2021-11-16 Apple Inc. Suspension system with locking structure
US11124035B1 (en) 2017-09-25 2021-09-21 Apple Inc. Multi-stage active suspension actuator
US12043073B1 (en) 2017-09-25 2024-07-23 Apple Inc. Multi-stage active suspension actuator
US11059341B2 (en) * 2018-05-25 2021-07-13 Vibracoustic Cv Air Springs Gmbh Air spring for controlling the level position of a driver's cabin or a motor vehicle
US11285773B1 (en) 2018-09-12 2022-03-29 Apple Inc. Control system
US11634167B1 (en) 2018-09-14 2023-04-25 Apple Inc. Transmitting axial and rotational movement to a hub
DE102018220777A1 (de) * 2018-11-28 2020-05-28 Continental Teves Ag & Co. Ohg Luftfeder mit einem Schaltventil zur Gewinnung von elektrischer Energie
CN111350055A (zh) * 2018-12-24 2020-06-30 青岛海尔洗衣机有限公司 一种洗衣机减振装置及洗衣机减振方法
US11345209B1 (en) 2019-06-03 2022-05-31 Apple Inc. Suspension systems
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US11179991B1 (en) * 2019-09-23 2021-11-23 Apple Inc. Suspension systems
US11731476B1 (en) 2019-09-23 2023-08-22 Apple Inc. Motion control systems
US11938922B1 (en) 2019-09-23 2024-03-26 Apple Inc. Motion control system
US11707961B1 (en) 2020-04-28 2023-07-25 Apple Inc. Actuator with reinforcing structure for torsion resistance
US11828339B1 (en) 2020-07-07 2023-11-28 Apple Inc. Vibration control system
US12017498B2 (en) 2021-06-07 2024-06-25 Apple Inc. Mass damper system
US11745557B2 (en) * 2021-08-27 2023-09-05 Hendrickson Usa, L.L.C. Damping air spring for heavy-duty vehicle axle/suspension systems
US20230069024A1 (en) * 2021-08-27 2023-03-02 Hendrickson Usa, L.L.C. Damping air spring for heavy-duty vehicle axle/suspension systems
WO2023048970A1 (en) * 2021-09-21 2023-03-30 Bromden Ventures Llc Suspension with air reservoir
US12097740B1 (en) 2022-02-22 2024-09-24 Apple Inc. Control system

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CA3009676A1 (en) 2017-08-31
MX2018008017A (es) 2018-11-09
WO2017147038A1 (en) 2017-08-31
CN108474434A (zh) 2018-08-31
BR112018017234A2 (pt) 2019-01-15

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